A new mid-sized derivative hits the sweet spot in the Monster range, writes SAM HALL.

Ducati Monster 821 review

A new mid-sized derivative hits the sweet spot in the Monster range, writes SAM HALL.

Ducati Monster 821 review

26 Nov 2014Sam Hall

The old saying goes that too much power is never enough, but there might be an exception with Ducati's latest mid-sizer - the Monster 821.

Sitting above the entry-level 696 in the regular Monster line-up, the 821 is endowed with healthy amount of power on paper, and yet it is $4000 cheaper and more efficient to run than the flagship 1200. But the question remains: if you pick the $15,990 821 over the 1200, are you going to be left wondering what might have been within a couple of months?

The 821 – with a 50 per cent higher power output than the original M900 Monster of the '90s – attempts to answer this dilemma as I twist the throttle back to its stopper exiting a tight left-hand corner.

Unleashing its full 82kW of power and 89Nm of torque, the 821cc liquid-cooled V-twin engine packs an impressive punch from right down low in the rev spectrum. A cacophony of snarls and cracks ensues as the Testastretta 11° twin gains a second lease of life from about 7000rpm, surging emphatically towards its electric cut out.

Sprinting from 0 to 100km/h in under five seconds, the 821 can easily exceed the wind tolerance threshold of its naked design; any faster and you'll need to start taking neck strengthening classes. In many ways, the new engine straddles the sweet spot of the Monster range in a performance guise.

By the same token, the 821 is an excellent everyday bike. The upright seating position and overall ergonomics are well thought out, with wide handlebars and a softly padded seat that can be altered between two different heights (785mm-810mm). Unlike older Ducatis, there is no need to trail the clutch in heavy traffic and the engine feels smooth and progressive when desired.

Changing between the different riding modes (Sport, Touring and Urban) dulls or sharpens the throttle response significantly. Each setting works in sync with the bike's three-level ABS and eight-level traction control functions to keep the electronic reins as loose or tight as you like.

Power is also restricted accordingly, whittled down to just 59kW in Urban mode or giving the rider the full complement of juice in the Touring or Sport modes. In its most conservative mode, the 821 will happily sip on about 5.0L/100km of fuel.

The engine is accompanied by a slinky six-speed gearbox which happily facilitates quick, successive shifts into and out of corners, as well as casual changes in traffic.

The 821 shares most of its chassis, including the tubular steel frame, with the 1200 but has a shorter twin-sided (instead of single-sided) swingarm, bringing a shorter 1480mm wheelbase. Riding a snaking country road, the 821's stubbier proportions allow excellent manoeuvrability between corners, working in harmony with its grippy Pirelli Diablo Rosso tyres.

Suspension is fairly simple, with limited adjustment only at the rear. However, the standard calibration is good on the whole, with an accommodating ride quality and excellent overall handling.

The 821 misses out on some of the racier components of Ducati's sportier machines, but powerful Brembo brakes and a slipper function on the wet multiplate clutch help facilitate sportier riding on the open road. The 821 also misses out on the 1200's higher grade colour display screen, making do with an easy-to-read panel which projects speed, revs and traction control functions, among other readings. A low fuel light is the way to gauge your fuel tank status without opening the lid.

We didn't get to test the 821 with its sleek pillion seat cover removed, but it looks tolerably comfortable for a passenger, with solid grab rails and easy-to-reach pillion pegs.

While it might not carry the same street cred as its larger 1200 sibling, or its outright punch, the 821 definitely hits the mark. The fact it saves you $4000 in the process is a pretty nice sweetener, too.